Hydraulic brake



March 15, 1960 p. A. DEL SOLE 2,928509 HYDRAULIC BRAKE 9 Sheets-Sheet 1 Filed Aug. 29, 1957 From Reservoir To Pressure Guuge, Control Valve 8| Reservoir To Motor Intake 1 TO 3 Dommlck A. Del Sole MTTORNEY March 15, 1960 Filed Aug. 29, 1957 D. A. DEL SOLE HYDRAULIC BRAKE 9 SheetsSheet 2 ATTORNEY March 15, 1960 D. A. DEL SOLE 2,928,509

HYDRAULIC BRAKE Filed Aug. 29, 1957 9 Sheets-Sheet a FIG. 2

INVENTOR Dominick A. Del Sole BY E 2 I l I I ATTQRNEY/ D. A. DEL SOLE Mar HYDRAULIC BRAKE 9 Sheets-Sheet 4 Filed Aug. 29, 1957 March 15, 1960 I D. A. DEL SOLE 2,928,509

HYDRAULIC BRAKE Filed Aug. 29, 1957 9 Sheets-Sheet 5 March 15, 1960 D. A. DEl SOLE 2,928,509

HYDRAULIC BRAKE Filed Aug. 29, 1957 9 Sheets-Sheet 6 INVENTQR Dominick A. Del Sole ATTORNEY March 15, 1960 D. A. DEL SOLE 2,928,509

HYDRAULIC BRAKE Filed Aug. 29, 1957 9 Sheets-Sheet '7 H67 37 H F|G}.8

INVENTOR Dominick A. Del Sole I BY L V ATTORNEY/ D. A. DEL SOLE March 15, 1960 Filed Aug. 29, 1957 March 15, 1960 D. A. DEL SOLE HYDRAULIC BRAKE 9 Sheets-Sheet 9 Filed Aug. 29, 1957 United States Patent HYDRAULIC BRAKE Dominick A. Del Sale, New York, N.Y. Application August 29, 1957, Serial No. 680,981

11 Claims. 01. 188-152) This invention relates to hydraulic braking systems,

providing novel apparatus of this character which may be adapted for use in a great variety of applications, particularly where substantial loads. are involved in the braking operation.

The general concept of the employment of hydraulic principles in the braking of motion in moving bodies is, of course, not new. Through utilization of hydraulics the once formidable task of retarding or stopping motion of massive bodies has become simple, and reduced the extent of human participation in such act of retardation or stopping merely to that of control.

Yet known hydraulic braking systems often do not function satisfactorily where the magnitude of the mass is much greater than that which has been involved in the past. Further, the rapidity of cessation ofmotion in bodies of mass which are customarily dealt with is often unsatisfactory.

Accordingly, it is the primary object of the present invention to provide a hydraulic braking system which affords positive rapid stoppage in moving bodies, which system will be operative even with masses having a magnitude out of the ordinary. In achieving this object reliance is placed upon a system wherein,during motion, a circulation of fluid is maintained, braking resulting when such circulation is interrupted.

Another object herein is to procure braking by the frictional interaction of rotating and stationary components, frictional force being applied over a very wide area.

Still another object herein is to provide for long operating life of components affected by friction by providing self adjusting expedients to compensate for erosion of frictional surfaces.

A still further object is to show a hydraulic braking apparatus having the advantages hereinabove mentioned, as adapted for use in a spinning wheel such as might find special application with aircraft. It will be understood that though I describe my novel brake as used in aircraft, that such description is exemplary only, and my brake may be effectively used in automobiles, drill presses, punch presses, cranes, hoists, etc.

How these and many other objects are to be implemented will become clear through a consideration of the accompanying drawings wherein:

Fig. 1 is a front elevation, partially in section, of one embodiment of my braking mechanism as mounted on a shaft;

Fig. 1A is a schematic representation showing an embodiment of my braking mechanisms mounted on a Wehicle; a

Fig. 2 is a section at 2-2 of Fig. 1;

Fig. 3 is a section at 3-3 of Fig. 1;

Fig. 4 is a section at 4-4 of Fig. 1

Fig. 5 is a view illustrating operative relationship of P Fig. 6 illustrates operative relationship of parts during braking;

2,928,509 Patented Mar. 1 1960 Fig. 7 is a section at 7-7 of Fig. 6;

Fig. 8 is a section at 8-8 of Fig. 7;

Fig. 9 shows a modification of my braking mechanism, with only the brake drum and components interior thereto being shown, it being understood that such modification could replace the comparable elements in Fig. 1;

Fig. 10 is a section at 10-10 of Fig. 9; i

Fig. 11 is a section at 11-11 of Fig. 9;

Fig. 12 is a section at 12-12 of Fig. 9; and

Fig. 13 is a section at 13-13 of Fig. 9. v

The embodiment of my invention illustrated in the drawings may best be understood if consideration is first directed to Fig. 1A, which shows schematically the com ponents in an'airplane required in the operation of my spinning wheel-hydraulic braking system. Portions only of struts 10 are shown, for the struts form apart of the landing gear assembly in the aircraft in conventional manner. Mounted on the struts are' tires 11 within which are disposed the operating elements of my hydraulic braking mechanism, and interposed between tires 11 and struts 10 are housings, '12 within which are mounted the impellers which operate the spinning wheel elements of my invention. In each housing 12 appears a port 13 to an air intake to such housing. Further in Fig. 1A is shown tubing 14 serving to interconnect the interiors of housings 12 to the motor intake manifold of the engine, which, being of conventional construction is not shown. The arrows alongside tubing 14 point out the direction of flow of air from the housings12 to the engine, and a valve 15 is shown in'tubing 14 whereby such flow of air may be regulated.

Turning now to the interrelationship of my hydraulic braking system to the aircraft as illustrated in Fig. 1A, there is a reservoir 16 for fluid, and tubing 17 which serves to carry the fluid which courses between the reservoir l6 and the hydraulic braking system within tires 11. The arrows alongside such tubing indicate the direction of flow of fluid carried thereby, and a valve 18 is shown in the tubing 17 to regulate the flow of fluid. Venting lines 19 extend fromthe hydraulic braking mechanism to provide an escape route for accumulations of air from the braking mechanism. Filters 20 and a pressure gage 21 are disposed in tubing 17. It should be observed that valve 15 in the tubing 14 of the spinning wheel system, and valve 18 in the tubing 17 of the hydraulic braking system are situated close together for optional operation by a single control, since regulation of flow in the two lines is interrelated.

The remaining figures of the drawings show the details of the spinning wheel and hydraulic braking mechanisms, whose integration broadly into the aircraft may be understood from the preceding description. Fig. 1 shows the details of construction within the area at the lower right of Fig. 1A. Thus, in Fig. 1 are again seen the strut 10, tire l1, impeller housing 12, air carrying tubing 14, and fluid carrying tubing 17. The cylinder shaft 25 having a splined portion 26 is mounted into the strut 10 by such splines, so that the shaft is non-rotatable yet removable relative to strut 10. The remaining components of the structure may now best be outlined by grouping those mounted on the cylinder shaft 25, and hence being non-rotatable, and those which are adapted to rotate about said shaft. Thus, fixed in position relative to shaft 25 is the housing 27, it being realized that what has heretofore been designated the impeller housing 12 comprises a portion of the housing generally 27. -The remaining portion 28 of the housing 27 encloses the hydraulic braking system. On either side of portion 28 are end plates 29 and 30 which function to seal'off a cham-i 32 and 33 aid in sealing such chamber despite-the contiguity between rotatingelements and the stationary walls 7 of the fluid chamber 31. A vent 34 extends into chamber 31 to permit the escape of entrapped air therefrom.

Also stationary, being mounted directly upon the shaft 25, are the internal compdnenfs of the hydraulic braking system, which in Fig; I'fimayI be identified as a brake shoe 36 having' afliner '37 interconnected to a piston 38. within a cylinder casing 39, together with other} components within said cylinderstru'cture' whichhereafter' will be more fully described/It should be noted that fluid tubing 17 has anincoming lead 17a from the fluid shoe, while the portion of the brake sh oe beingthen reservoir 16 and anexit 'lead 17b. These leads conduct fluid to and from channels 40 and 41 respectively, which are bored into cylinder shaft 25, the fluid following the directionof the arrows within such channels.

'"Moving onfto the'rotating components of the mach anism as shown in Fig.1,brake*drum42,'within fluid chamber 31;" encloses the*statio nary internal braking components heretofore identified. V The external. surface 43 of thefdrnmg42 is' out back to leave projectingvanes 44, asseenat the top of the drum in Fig. 1,:s'uch external the shaft by ball bearings 47. 6

g The brake drum 42 is constructed with side plates ,48. and 49 comprising the sides thereof, and fluidmay freely pass between the fluid chamber 31 and the interior'of the brake drum through passagewaysSllQ -Bolted to the brake drum '42 by. meansof bolts 51 intermediatechamber 67 and lower chan'ibf75, and fi- 20 held outof'contact withrsurfac'e 45 is denominated the heeFportion 62.

the ends of the brake shoe.

' Opposite the'toe portion 61 is the cylinder casing 39,

piston 38 being slidable within the cylinder bore 63,

' pistonj38 being driven by protuberance 64 onthe brake shoe 36'. Extending betweenthe bottom of the piston 38 and thebottom of cylinder bore 63 is a spring 65. There is an aperture extending between the cylinder bore 63 and an intermediate chamber 67; There is an aperture 68 in theside of thecylinder casing'39 which aperture 68 t s also opens into intermediate chamber 6 7 and check valve 69 is adapted-either to seal off aperture 68, or tomove into engagement with retainer 70, permitting passage of fluid through aperture 68. L

There is also an aperture 74 communicating between nally "an aperture '16fbetween lower c'hambei" 75 and eir'it channel 41. The check 'va1ve77 can either seal aperture -74"ormove-'away therefrom to beseated onporous' re: tainer 78. 'In this latter position, fluid can move from intermediate chamber "67 through lower chamber 75 into the exit channel 41. i It will be seen that the entire cylinder casing 39 maybe removed from engagement" with the cylinder shaft 25 by unscrewing threads 19; p Opposite the heel portion 62 of the brakeshoe liner 37 is a second cylinder casing 80 which is also removably.

mounted in the cylinder shaft 25 by means of threads, 81. In the second cylinder casing 80 is a cylinder bore .82

within which pis ton'a83 can slide, there being a direct is hub plate 52, and'secured to the hub plate by means of bolts 53 for easy removahiswheel 54. Aball'bearing 55 permits rotation' between.the hub plate 5 2 and shaft 25. The wheel '54 has a flange 56 upon which.

tire 11 is mounted, and ball bearings57 are interposed between the flange56 and the housing 27'to aid in rotation. At the other 'sidjof brake dru rn 42-, within im peller housing 12, is the impeller hub 58 which is bolted to the brake drum. -Mounted uponthe impeller hub.

channel 84'betwe'en the bottom of the cylinder bore 82 and the exitchannel 41. A piston rod 88 interconnects pi'stonfiii and a knob 89 mounted for universal movement in a holder 90, in brake shoe 36. A spring 91 normally urges the heel portion 62 of the brake shoe toward-the. cyhndenshaft 25. i, The-parts of'the' braking mechanism now having been identified it is possible'to proceedto a description of their operation. The braking system is operative when thoseparts' heretofore identified as rotatable are in motion, andmore specifically, brake drum 42 must be' in motion for operation. In addition valve 18 in fluid tub 58 are the blades 59 of the impeller. Theaif'tubing 14 leadsfrom theimpeller housing 12 to the motor intake manifold. It may be recalled that thereis present in the impeller housing 12 a port 13, as seen in Fig. 1A,

as wel l;as a valve15. "A"system is therefore provided whereby rotation may be irnparte'd to rotatable elements in the structure when valve15 open, for movement of'air into po'rt13, and exhaust through thetube to the motor intake manifold, will cause the impeller, and hence'wheel 54, to rotate. When it is desire dto'brake rotation of the wheellval've 715*is closed so that undue stress is not imposed on theimpellerblades 1 Figs. 4', 5, and 6'ill'u 'ratej'the details of the componeiit parts of thejhy'draulic braking system aswell as the operation thereof. 7 As? already' st'atdjherein, the internal components, brake shoesf36, eylinders and pistons are statioriary, being mou'ntedon cylinder shaft25; while the brake drum rotates about them; Exit channel 41 is seen at the; eenter'of the cylii dershaft in Figs. 4+6.

brake shoespresent in the embodiment ofthej device illustrated 'iii the "drawings, and associated with each brake shoe are ltwo cylinders; and mating pistons. Since' the surface thereof, with the" toe-; portion 61 f brake ing 17 is open, and fluid chamber 31 and braked mm 42 are filledwith fluid. The interior surface 45 of the brake drum 42 moves as ajcampastfthebrake' shoe liners*3 7;

'the surface 45 having a high point and a low point.

Normally, thefh'eel portion of the brake shoe liner is held out of contact with surface 45 by spring 91, hut the actionof spring against piston'3 8, which bears against protuberance 64, assures that the toe portion 61 ofthe brakeshoe liner 31 is in contact with surface 45;

- In Fig. 4, the normal situation prevails, and the brake drum in rotating'has justreachedthe position where the .high point of surface 45' is at the top of the drawing.

Surface 45 then exertsa downward force against piston .38 which; moves inthe direction o f the arrow in Fig. 4. This motion forces fluid downward through aperture 66 in the, bottom of cylinder bore 63, and this fluid motion causes valve check 69'tq'seal side aperture 68; andfthrust check valve 77 awayfrornaperture 76to position upon porou's'retainer78, whereby'fluid pushed 'out of'cylinder bore/63 by piston 38 r eachesthe exit channel 41..

As brakedrum 42 continues rotating in the direction of the arrow in Fig, 4,;thehigh point of surface 45 moves away frombralre shoe; liner 3 7 i andthe low point Ofjllfface 45 reaches a position over the toe portion 61 ofthe. brake shoe liner. This situationis depicted in Fig. 5. Under the influence ofspr"g f65, the piori dfi befgan moving upward in thejdir i1 aria-e afrbwiniFi'g S'as the h hl h ur ace ss'mc d i u w brahe'shoeliner; and, Figs-'5. has'rea'ch'ed the point of rnagrirnurn extension whenthe lowpoint of surface is over the toe.- During this strokeof piston 38fcheclt valve 1 It will be understood that toe and heel are simply convenientterms to distinguish.

5.. 69 moves away from side aperture 68, -and check .valve 77 seals aperture 76. Oil is then drawn into the cylinder bore 63 through side aperture 68, intermediate chamber 67 and aperture 66. preparatory to the next downward stroke of piston 38.

It will be understood that this same pumping cycle occurs as the high and low points of surface 45 successively move past each of the three brake shoe liners in the braking mechanism shown in the drawings. By this action it is obvious that as brake drum 42 rotates, a circulation of fluid is caused, out of the braking system to the reservoir 16 through exit channel 41, and from the reservoir 16 into the braking system through inlet channel 40. A cooling system may preferably be associated with the reservoir 16 in order that fluid passing therethrough will be cooled, this effect being especially desirable after heat is generated during braking.

To stop rotation of wheel 54, and the remaining rotating parts heretofore enumerated, the valve 18 in fluid tubing 17 is closed. Simultaneously valve 15 in the air tubing 14 is also closed so that there will be no stress on the impeller blades 59 during the process of braking. The closing of valve 18 prevents any movement of fluid out of the braking system. Meanwhile, the brake drum has been rotating until the valve 18 is closed, and continues thereafter, for it is the brake drum which activates. the braking mechanism, although full braking may occur after only a very small amount of rotation once'valve 18 is closed. What happens during braking is shown in. Fig. 6 where the high point of surface 45 is at the top of the drawing. Thus, pressure is exerted against piston 38 which forces fluid downwardly through aperture 66, intermediate chamber 67, aperture 74, lower chamber 75 and aperture 76. Since fluid cannot be led away through exit channel 41, the valve 18 being closed, it follows a path into the respective second cylinder casings 80 through channels 84, and into cylinder bores 82, forcing the pistons 83 upwardly to press the brake shoeliners 37 into contact with the surface 45, and thus halt rotation through the exertion of frictional force upon surface 45. It is apparent that braking may be gradual, by gradually closing valve 18, in which case part of the fluid pumped by piston 38 may still pass into exit channel 41, and only a part acts to force pistons 83 outwardly. Alternatively, braking may be complete and sudden, when valve 18 is fully closed at once, when all fluid pumped by piston 38 acts upon pistons 83.

After braking has occurred, to release the brakes, valve 18 is opened, whereupon spring 91 will draw the heel portion 62 of the respective brake shoe liners out of contact with surface 45.

In the course of repeated braking, there may be a tendency for uneven wear upon the respective brake shoe liners. It is for this reason that piston 83 is interconnected to the brake shoe 36 through piston rod 88 which terminates in knob 89 which is universally mounted within holder 90 in the brake shoe. By this expedient, even if the liner 37 wears unevenly, when the brakes are applied, the brake shoe liner will have the maximum amount of surface possible forced into contact with surface 45. Because protuberance 64 is not fastened to piston 38, upon extension of piston 83, which is universally mounted in the brake shoe, where the brake shoe liner has worn unevenly, such liner is free to automatically orient itself for maximum contact with surface 45 upon extension of piston 83.

Figs. 913 are illustrations of a modified embodiment of my invention in which frictional braking force is applied not only through brake shoes to the interior peripheral surface of the brake drum, but also to radial surfaces Within the brake drum. Thus, there are present brake shoes 95, 96, and 97. In this embodiment, there are pairs of pistons 98 and 99 which respond topressures exerted on the toe portion 100 of the respective'brake shoes, pistons 98 and 99 being best seen in Figsr9- and 12., There are also pistons 1532 which are associated with theheel' portions 103 of the respective brake shoes as may best be seen in Fig. 13. It will be noted that splined shaft 104 in the second embodiment is not of uniform diameter throughout, but has wells 105 and 106 formed therein within which pistons 98 and 99 are slidably mounted, such wells having outer walls 107' and 108 respectively. Extending from such outer walls 107 and 108 are pistons 109 which operate in a direction parallel to shaft 104 to control sideward movement of plates 113 and 114.

The components mentioned in the foregoing paragraph are associated with the splined shaft 104 and do not rotate. 116 which are threaded onto shaft 104 at 117 and 118v respectively.

Such non-rotatable components coact with rotatable components in the operation of my novel brake. Thus, brake drum 119 is mounted for rotation by means of ball bearing raceways 120 and ball bearings 121. In the embodiment of Figs. 9-13, as with the embodiment earlier described, the exterior surface of the brake drum 119 has vanes 122, the height of which gradually diminishes, as seen in Fig. 9, from the top of the brake drum to the bottom, where the vanes have merged into the exterior surface of the brake drum 119. Such expedient on the exterior surface of the brake drum serves not only to aid in cooling the brake drum, but also to counterbalance the brake drum, which would otherwise be unbalanced by reason of the eccentric interior surface 123 having a high point 124 at the top of Fig. 9 and a low point 125 at the bottom of Fig. 9, by reason of which such interior surface furnishes camming action in cooperation with the brake shoes 95, 96, and 97. Also rotatable about shaft 104 are backing plates 127 and 128, which are faced on either side with grooved, resilient braking material 129. Such backing plates are made rotatable by reason of raceways 130 and 131 having ball bearings 132 and .133 therebetween, respectively, and because the circumferen tial edgesof such backing plates 127 and 128 have teeth 134 which intermesh with teeth 135 on the interior sur face 123 of brake drum 119. It will be noted that the rotatable backing plate 127 is mounted between non-rotatable plate 113 and end plate 115, while rotatable backing plate 128 is mounted between non-rotatable plate 114 and end plate 116. Thus, by the action of side pistons 109, and the lateral movability provided by the lateral extent of teeth 135 in the brake drum, when plates 113 and 115 for backing plate 127, and plates 114 and 116 for backing plate 128 are forced into contact with the respective backing plates, the braking effect in the structure will be enhanced.

The remaining components in the embodiment of Figs. 9 to 13, which havenot yet been identified, may best be identified in the ensuing description of operation ofthis modified embodiment. It will be understood thatprior to braking, the brake drum 119 and other parts indicated to be rotatable, will be rotating about shaft 104, as was the case in the earlier embodiment described. A flow of fluid, as oil or other suitable fluid, is set up during such rotation, the fluid entering the interior of the brake drum 119 through ingress passageway 139 in shaft 104, the fluid flowing thereto from a reservoir, not shown, and leaving the interior of the brake drum through egress passageway. 140 to return to the reservoir. A circulation of fluid is caused bya pumping action caused by rotation ofthe brake drum 104, having eccentric inner surface 123. by

way of a cam, past brake shoes 101, the high point 124 exerting a downward pressure against the toe portion 100 of each respective brake shoe as it passes such brake shoe.

When a downward pressure is exertedon abrake shoe' as for brake shoe 95 in Fig.9, the pistons 98 and 99 are:

depressed as indicated by the arrows in Fig. 9.- The wells;

10s, and 106 in which pistons 98 and 99 respectively slide are filled with oil, the pressure in each being the satno Also non-rotatable are end plates 115 and brake drum, pumping means operable by said cam, fluid within said brake, a conduit for said fluid, a valve in said conduit, a first frictional surface circumferentially mounted relative to said shaft, a second frictional surface radially mounted upon said shaft, a mating surface for said second frictional surface, and pistons operable by said pumping means, said pumping means circulating fluid through said conduit during rotation of said cam when said valve is open, and extending said pistons to bring said first frictional surface into contact with said cam, and said second frictional surface and said mating surface therefore into contact when said valve is closed.

UNITED STATES PATENTS Staats June 6, Goodson et a1. Dec. 15, Kendrick Mar. 27, Bricker Apr. 15, Sanders Mar. 2, McDonald Oct. 4, Knowles Apr. 9,

FOREIGN PATENTS Italy Feb. 14, 

